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By P. J. Bartlett

Premier Diamond Mine exploits a kimberlite orebody using cave mining methods. A drilling level is established at the base of a block of ore to effect undercutting that leads to caving of the overlying ore. A second level is developed some 15 metres below the undercutting level to allow extraction of the ore once it has caved. As much as 45 per cent of the rock is removed on the extraction level creating a series of pillars. Undercutting creates abutment stresses, as high as 3 times the virgin stress, which affect the rock mass to a distance of 20 metres from the undercut face on the undercut level and on the extraction level 15 metres below. If the extraction level is completely developed prior to undercutting, where stress levels exceed 20 percent of the rock mass strength, extensive rock mass and support damage occurs as the undercut passes overhead. Rock mass damage takes the form of movement along existing joints and minor shear failure through intact rock. Support damage takes the form of cracking in rigid concrete linings. Where induced stresses exceed 50 per cent of the rock mass strength it is often impractical to keep excavations on the extraction level open. Rock mass damage takes the form of extensive failure of the rock in shear which evidences itself as propagation of the fracture zone around tunnels and footwall heave. Support damage results in destruction of shotcrete linings and concrete footwalls. As the interbolt support fails, badly fractured rock ravels around the steel tendons. Observation and monitoring at Premier Mine and on other cave mines has shown that induced stress levels and consequent damage are a function of :?the extraction ratio on the undercut and extraction level prior to undercutting ?the shape of the undercut face ?the rate of undercut advance ?the distance of leads and lags between adjacent tunnels on the undercut level. To ensure the stability of excavations, all of the above parameters must be carefully planned and the planned mining sequence rigidly enforced. The minimum of development is completed on the extraction level prior to the undercut passing overhead. Required development is then rapidly completed once the area has been de-stressed. Support is installed in three phases: ?Rockbolts are installed as soon as excavations are developed ?Wire mesh, steel tendon straps and a layer of shotcrete sufficient to protect the mesh and straps from damage by blasting and LHD loading is installed as soon as practical thereafter. Inevitably the shotcrete lining has to be replaced once the undercut has passed overhead.. ?Rigid shotcrete linings and concreted footwalls are completed only after the undercut has passed overhead and the area has been de-stressed.

Jan 1, 2000

By W. G. Pariseau

Reliable stress measurement using hollow inclusion gauges and monitoring stress change using borehole stress meters and borehole deformation gauges in anisotropic rock remains a challenge for the rock mechanics community. In this regard, the complex variable method advanced in 1983 for deducing stress in anisotropic rock is flawed and software is privileged. Fortunately, advances in computer hardware and software now enable fast, reliable reduction of hollow inclusion stress measurement data for determining stress in anisotropic rock. Monitoring stress change in anisotropic rock poses a different challenge but is also subject to numerical analysis. Stress measurement using a hollow inclusion (HI) gauge such as the triaxial Australian HI is done in four steps: 1) drilling a measurement hole, 2) installation of an HI, 3) stress relief of the HI by overcoring, and 4) data reduction. The last step, data reduction, is the focus of this work. The process is well-known in linearly elastic, isotropic rock (Worotniki and Walton 1976, Duncan Fama and Pender 1980). However, in case of linearly elastic, anisotropic rock the requisite technology is not readily available. This situation is somewhat surprising because anisotropy is more often the rule rather than the exception, especially in the neighborhood of ore bodies. Rahn (1984) has pointed out the potential for significant errors with neglect of anisotropy and the adverse consequences for engineering design. Amadei (1984) has also pointed out the potential for errors with neglect of anisotropic rock properties in stress measurement. Worotniki (1993) cites other studies that indicate potential for serious errors when doing measurements in anisotropic rock. In both theoretical cases (isotropy and anisotropy), data reduction is essentially a composite of solutions to boundary value problems in linear elasticity. In the finite element approach, the analysis is a simulation of gauge hole drilling, installation and overcoring. Two important advantages with the finite element approach are a more faithful representation of the conditions of HI stress measurement than approximated in theory and the capability for handling rock whether isotropic, transversely isotropic or fully anisotropic

Mar 2, 2022

By N. Bahrani

Knowledge of the state of stress in the Earth?s crust is very important to the safe and efficient development of underground excavations in mining and civil engineering projects. A number of methods have been developed over the past 40 years to assess the stress field in the rock mass. These range from local estimates derived from compilation of regional stress databases to back-analysis of field observations to dedicated in situ measurements. The Geomechanics Research Centre (GRC) at MIRARCO has a long history of undertaking in situ stress characterization and measurement. In this paper, the stress measurement techniques used by the GRC, including overcoring and undercoring in addition to borehole breakout back-analysis, are briefly reviewed. The limitations and application of each technique for different ground conditions and the challenges involved during the field work and in interpretation of the results are discussed. A successful stress measurement campaign is not limited to acquiring valid local measurement, but must include a careful interpretation and integration of the measurement with other geological and geotechnical context information. Based on our experience, it is suggested that all available stress indicators and data are combined and integrated with the local geological and geomechanical conditions to derive a consistent stress characterization for a given site.

Aug 1, 2013

By A. Manohar Rao

Underground mining in general and more so the coal mining is a hazardous venture as it is a struggle against nature and natural forces. The stability of roadways has a direct impact on production and productivity. The roadway stability can be strongly influenced by the direction of the drivage. The stress studies are useful to provide a frame work for understanding the influence of drivage direction on roadway conditions, and to illustrate how mapping techniques can enhance this understanding. The act of mining can concentrate and re-orient the original stresses. Whenever coal is removed, the overburden weight that it carried is transferred. Vertical stresses are similarly affected when the roof is deformed or failed. The Singareni Collieries Company Ltd., a joint Public sector undertaking of the Government of Andhra Pradesh and India is conducting coalmining operations in the Godavari Valley Coalfield and is catering to the needs of a large part of South India. With the technology update, it is looking for safe mining and to achieve higher production. As a part of this, an attempt is made to understand the stress conditions prevailing on the mine blocks by different ways and means in terms of geology, structure and tectonics of the Godavari Valley coalfield, satellite imagery studies, cleat pattern, stress measurement studies conducted in different mine blocks, and stress mapping technique.

Aug 1, 2013

By R. Wang

"Under high stress conditions, rock bursts, borehole breakouts, and spalling events are common phenomena that occur around underground openings. In general, together these three phenomena represent brittle failures of an intact rock mass; however, individually they reflect different failure modes under high stresses. After analyzing and comparing the stress-to-strength criteria for rock bursts, borehole breakouts, and spalling events, proposed by previous researchers, it is found that these brittle failure phenomena share common stress-to-strength prerequisite. The stress-to-strength preconditions for brittle failures can be defined by the ratio of the maximum tangential stress around an underground opening to the uniaxial compressive strength (UCS) (s?max/sci) or by the ratio of the maximum far-field principal stress to the UCS (s1/sci). Both these indicators can be used to reflect the same stress preconditions. For s?max/sci, a ratio of 0.4±0.1 represents the critical stress requirement for brittle fracture. However, for s1/sci, a ratio of 0.15±0.05 should be considered as the critical stress requirement. Numerous engineering case studies and analysis of rock mechanics based on the Hoek-Brown criterion also verify these two stress-to-strength preconditions. Here, these two indicators are presented with an error range because complex rock mass quality ratings, lithology, and geotechnical conditions have profound impacts on the stress-to-strength preconditions for brittle failures. INTRODUCTIONHigh stresses are one of the most important factors that must be considered when undertaking underground rock mass projects (Kaiser et al., 1998). Wang et al. (2009) reviewed current progress in the evaluation of high stresses and their corresponding criteria. However, after clarifying the definition of high stress, civil engineers need to understand the deformation and failure behaviors of rock mass around an opening under high stresses. Under high stress conditions, the deformation of rock masses around an opening can be categorized into two groups, i.e., severe brittle failures (or rock bursts) and compressional plastic deformation of the surrounding rock mass, as indicated in Figure 1."

Jan 1, 2015

By O. W. Shimer, D. C. Helms, C. E. Brown

THE early history and progress of anthracite stripping, from the first known operation at Summit Hill in 1821 through 1917, was covered in 1917 in a paper by J. B. Warriner,1 then chief engineer, now president of the Lehigh Navigation Coal Co., and stripping methods between 1917 and 1931 were the subject of a paper in 1931 by H. H. Otto,2 of the Hudson Coal Company. The present paper is confined to methods used today on pitching beds in the western middle and southern anthracite fields. The anthracite industry, not unlike other large industries, had been affected for more than a decade by the adverse economic conditions of the country. High development and operating costs and the competition of other fuels caused some collieries to be closed temporarily, while others were permanently abandoned. In order to obtain a larger tonnage at a lower development cost, a larger stripping program was put into effect by many companies. In 1932, stripping operations accounted for 334 million tons, or 7 per cent of the total anthracite production of the year, and in the next 10 years this increased until more than double that amount, or over 14 per cent of the total production, was from stripping operations. These figures represent the total production of the entire anthracite region; unfortunately, the figures have not been separated from the different fields. There are some operations in the southern and middle western fields where the tonnage obtained from stripping amounts to more than 30 per cent of the total colliery production. Stripping operations on pitching beds present difficult problems. Owing to the various geological formations, a different situation is encountered in nearly every stripping pit; and because of the proximity of an overlying bed, it is very often necessary to load the entire overburden into trucks and haul it out of the pit to the dump area, although back filling and casting is done whenever possible. Beds in the areas described in this paper pitch from 20° to 90° and some are on the invert in, many sharp folds and faults. PLANNING The more successful strippings have had adequate engineering analysis. Some work is being done without much preliminary planning, but many strippings would have failed completely if close supervision by the engineering department had not been maintained. Locations of stripping areas are determined as follows: 1. By constructing cross sections over the areas and drilling sufficient diamond-drill or well drill holes to study the strata and to determine the location, thickness and pitch of the beds.

Jan 1, 1944

By R M. Stephenson

Large diameter raise boring is a common raise excavation method in the Australian mining industry. Geotechnical investigations were conducted on several large diameter raise bore projects at Gwalia Mine to assess the potential for instability and potential back-reaming problems. A thorough geotechnical analysis and subsequent back-analysis was conducted on a vent raise excavated at 5.5 m diameter and 810 m length.The geotechnical investigation for the vent raise included collection of data from an acoustic televiewer survey that was conducted on the pilot hole. The survey results provided structural data and an insight into the effects of stress on the pilot hole. Structural analysis was conducted using a combination of information obtained from the acoustic televiewer survey and geotechnical logs of the diamond drill core drilled close to the site.Further information was collected from drillers’ plods from pilot hole drilling and back-reaming to conduct a back-analysis of the completed shaft, and this was compared with the structural analysis.The key finding from this review was that the acoustic televiewer survey of the pilot hole accurately identified locations with blocky conditions. This is an important supplement to the information available from the main geotechnical investigation hole, as this was offset from the shaft location over most of its path.CITATION:Stephenson, R M and Sandy, M P, 2014. Structural analysis of acoustic televiewer logs for large diameter raise bored shafts, in Proceedings 12th AusIMM Underground Operators’ Conference 2014 , pp 89–96 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Mar 24, 2014

By Jung-Joo Kim, Jong-Uk Kim, Turab H. Jafri, Han-Kyu Yoo

"INTRODUCTION Steel sets such as H-type and lattice girders are often installed in the tunnels before the hardening of shotcrete to ensure the stability of conventional tunnels in soft ground conditions. In practice, while designing the tunnels with the help of numerical analysis, steel sets are generally considered only as temporary support elements. Only a few studies propose the direct application of composite support in the tunnel design, based on large-scale experiments and numerical analysis. In order to assess the structural performance of the composite support consisting of shotcrete and steel sets, large-scale experiments were performed on two types of arch-shaped specimens by applying the combined effects of axial forces and bending moments. Based on the experimental results, numerical analysis was performed to assess the application of composite support in tunnel design. The crown settlement, axial forces, bending moments, and load distribution in the composite support were analyzed in the light of different structural patterns. LARGE-SCALE EXPERIMENTS USING COMPOSITE SUPPORT Preparation and Procedure of the Experiments The preparation setup as well as the organized procedure of the large-scale experiments using composite support is shown in Figure 1. An appropriate geometry of the specimens was selected by considering the standard cross-section of a two-lane highway tunnel in South Korea. Under the loading conditions meant to develop the axial forces and bending moments simultaneously, arch-shaped specimens were assembled with the ends of the specimens subtending a 60° arc angle at the center of the arc circle as shown in Figure 2. The fabrication of six specimens was completed in two groups based on the dimensions of steel sets, with the first group of three specimens being reinforced by H100 (No.1, No.2, No.3) and the other three by H125 (No.4, No.5, No.6). In order to reduce the voids on the boundary of the shotcrete and steel sets, concrete was casted over the steel sets instead of using shotcrete. The specimens were designed to incorporate the uniaxial compressive strength of 21 MPa. Shear keys and steel plates were installed at the ends of the specimens, so that shear failure could be avoided at the ends and the specimens could also be protected from detachment at the fixation. Translational and rotational movements at the ends of specimens were fixed."

Jan 1, 2016

By C. B. van den Berg

n this study, silver and palladium nanoparticulate inks with different metal-binder ratios were screen-printed onto a paper substrate. The printed layers comprised the metal nanoparticles and an ethylcellulose binder. The layers are not typical metal composites due to the low concentration of binder and high porosity. The electrical sheet resistivity of each particle concentration was measured, and the data fitted using the scaling law of percolation theory and the general effective media (GEM) equation. The percolation parameters, i.e. the percolation threshold and the critical exponent, for each system were determined from the fits and compared. The percolation threshold for the palladium layer (39.8 wt%) was lower than that found for the silver layer (44.9 wt%). The critical exponents determined for the palladium and silver layers were both lower than the universal value for three-dimensional percolation systems. Microscopy observations indicate that the difference in the percolation threshold for the two layers can be attributed to variations in their microstructure.

Jan 1, 2014

By Adrian Gygax, Sarah Gaib, Rod Kostaschuk

The British Columbia Ministry of Transportation and Infrastructure (Ministry) recently completed a slope stabilization project at Ten Mile Slide on Highway 99. The highway is an essential part of the road network connecting the British Columbia (BC) coast with the interior of the province. The landslide was first identified in the mid-1980s and has retrogressed more than 250 m upslope since then, leading to continual and expensive repairs to the highway. The Ministry engaged BGC Engineering Ltd. (BGC) and their structural sub-consultant Gygax Engineering Associates Ltd. (GEA) to develop a stabilization scheme that would halt the slide with an acceptable level of residual risk. The design required careful consideration of construction stages and the stresses induced in the structural components as the slide movement was progressively stopped as construction advanced. Four stabilization design options were shortlisted with the preferred option selected in Fall 2016. The selected solution comprised the construction of five rows of post-tensioned soil anchors upslope of the highway and a tied-back concrete tangent pile retaining wall for the roadway itself as well as reconstruction of the highway alignment, grade and drainage through the slide. Works were installed by top-down construction within defined time allowances stipulated in the contract. Significant engineering was undertaken beyond standard design processes for this complex project, such as comprehensive geotechnical investigations, aerial and terrestrial laser scanning and change detection analyses, pre-production test anchors, detailed geo-structural numerical modelling and due diligence activities to validate and optimize the design. The stabilization works have been very successful with the slide response being as predicted and the highway operating again as full two-lane service.

Oct 1, 2022

By Vinícius Resende Domingues, André Pacheco de Assis, Bernardo Cascão Pires e Albuquerque

"The increasing demand for underground works in urban centers, and in particular the need to build undercrossing tunnels, requires constant evolution in building techniques in order to achieve success and safety. In the case of Brasilia, capital of Brazil, in order to preserve an important avenue (Eixo Monumental), where are located many historical monuments, the construction of a tunnel was envisioned as an option to interconnect the National Stadium (on one side of the avenue) to the Convention Center Ulysses Guimarães (on the other side). The excavation design is comprised of a coverage smaller than one diameter, height of 7.5 m, width of 9.0 m and length of 25 m. In order to enable a negligible influence on the avenue’s usage, the structure is designed as a portico system composed of pipe canopy. In this context, this study presents the portico analytical solution computed with the aid of the software Mathematica and a numerical solution using the software ABAQUS. INTRODUCTION Undercrossing tunnels are increasingly common in urban centers as alternative roads or as access to underground works of large dimensions (stations and parking lots). The geomechanical conditions of the soil mass, not always favorable, and the low distance between tunnel’s ceiling and the surface require intense treatment of the soil massif and execution of a rigid support system. The importance of the road just above the undercrossing tunnel emphasizes the need for a highly competent monitoring system because existing structures require minimum allowable displacement and do not allow the interruption of traffic. The soils that are excavated for the construction of undercrossing tunnels are composed, in most cases, of layers of fill and / or soft soil or weak rock, showing stability problems when subjected to tunneling operations. The combination of low coverage and week ground is solved by soil improvement techniques and strengthening of the excavated cross-section with further advance with the so-called New Austrian Tunneling Method (NATM). Another option is to build structural frames that support the surface. In this research, and based on the context of a case study, we propose the study of the construction technique comprising a portico structure composed of pipe canopy. For this paper, the technical standards used are the Brazilian ones as the case study refers to this country."

Jan 1, 2016

By C. W. Dunham

DESIGN of the structures for the Morenci Reduction Works involved many interesting problems. Naturally, the chief purpose of these structures is to house and support the equipment and other things necessary for or incidental to the conduct of production. hence most of the features of the design were developed to suit these particular conditions; however, several are so generally applicable as to warrant description.

Jan 1, 1942

By Johannes Jäger

"A composite shell lining typically consists of an outer permanent sprayed concrete shell, a water proofing layer and an inner sprayed or cast concrete shell. Composite shell linings become more and more popular and have been built recently on large scale infrastructure projects. Surprisingly there is very little published literature on the actual structural design of composite linings. As a consequence there is a lack of common understanding on how to design a composite lining structure. Composite action of the outer shell (primary lining) initially carrying short term ground loads and the “unloaded” inner shell (secondary lining) require nonlinear concrete modelling to be able to assess the bearing capacity of the composite lining structure adequately. The composite action of the waterproofing membrane and the inner and outer shells can be considered either by simplified closed form solutions or by numerical models. Strength and stiffness parameters of membrane and concrete govern interaction of inner and outer shell. This paper should contribute to understanding composite lining behaviour with focus on the bearing capacity at limit state by taking into account the actual loading history. Possible ways and concepts on how to deal with these topics are presented, however a broader discussion on limit states of the composite lining materials – also in the long term will be required to come to an agreement on composite lining design methodology. INTRODUCTION Composite Lining Technology Traditionally the construction of shotcrete lined tunnels incorporates primary and secondary linings, separated by a sheet or a sprayable waterproofing membrane. The primary lining shotcrete is considered to be structurally temporary and the secondary lining to be permanent, leading to designs which ignore the bearing capacity of the primary lining in permanent condition. There was general perception that the shotcrete lining installed immediately at the tunnel face, experiencing strains up to 1% and even cracking in the early age, combined with mesh reinforcement additional support measures like lattice girder, spiles and bolts cannot be considered as a permanent structure. But also former shotcrete mixes showed significant weakness with respect to durability suggesting a more temporary nature of primary lining shotcrete. On the other hand it was clear that primary lining shotcrete does not disappear, it may lose probably a certain percentage of its bearing capacity, but discounting any contribution from the primary lining at all was considered inherently conservative. There were different strategies to account for the risk of reduced durability and bearing capacity of the primary lining, either by selecting moderate ground loads for the secondary lining design, by assuming that some residual load will be carried by the primary lining. This approach is very much based on experience. Another more rational possibility is to assume that the primary lining degrades into a rocklike material, which is weaker than the primary lining shotcrete but still imparts some strength to the ground around the secondary lining, but does not need to comply with any concrete design codes any more."

Jan 1, 2016

By A R. A Gomes

The Metropolitan Rapid Transit Authority (MRTA) Initial System Project (ISP) - Underground Structures North, UGN, is the northern section of the blue line, which is the first stage of an underground mass transport rail system of 77 km to be implemented in the central area of Bangkok, Thailand. The UGN section (Huai Kwang - Bang Sue) consists of approximately 8 km of twin single track bored tunnels, nine underground stations and some short cut and cover tunnel sections. The paper focuses on the main issues involved in the structural design of the precast concrete lining, which is the definitive structural support of the bored tunnels. It includes an overview of the site and geotechnical conditions, specific properties of precast concrete linings, ground-structure modelling, approach for the assessment of load conditions and respective sectional forces and particulars of the detailing of the reinforcement and the segment testing program.

Jan 1, 1999

By Robinson Leon-Diaz, Alberto Jaen-Toribio, Raymond Blanchard, Mike Deevy, Miguel Fuentes-Llanos

"Tunnels designed to NFPA 502 are required to withstand the RWS time-temperature curve, more specifically prevent progressive spalling and loss of strength of steel reinforcement. Fire boards or spray-on layers can be effective, however, these solutions have capital and whole-life cost implications. The use of “fire resistant” concrete based on a suitable aggregate with polypropylene fibers has also increased in recent years. This article presents a new methodology for thermal and structural analysis of segmentally lined tunnels, which permits the analysis of project specific fire curves and an assessment of different fire protection strategies. The effectiveness of fire boards is assessed along with whether “fire resistant” concrete alone is a viable means of achieving the required protection. Finally, since NFPA 502 recommends water-based fixed fire-fighting systems for Category C and D tunnels, we discuss the question of how a fixed fire-fighting system should be addressed within the structural design. INTRODUCTION Protecting road tunnels from structural damage and collapse is a key requirement for both life safety and business continuity. Where road tunnels are part of key highway corridors, protecting business continuity is a high priority for owners, operators and the Authority Having Jurisdiction. For existing tunnels, compliance with NFPA 502 may require upgrades with either passive fire protection and/or water-based fixed firefighting systems. For new tunnels, compliance with NFPA 502 requires a combination of good practice in design and fire testing. A water-based fixed firefighting system is a Conditionally Mandatory Requirement1 for Class C and D tunnels, i.e. all tunnels greater than 300m and 1000m long respectively. The basis for fire safety design of new tunnels and assessment of existing tunnels is the worst-case fire scenario. A number of factors, including but not limited to the following, influence this design fire scenario:"

Jan 1, 2016

By Raymond Sandiford, Taehyun Moon

"In 2012, Superstorm Sandy (Sandy) caused extensive flooding in many of the tunnels in New York City. The inundation resulted in two distinct stress changes to the tunnel structures. The first stress change was water pressure on the inside face of the tunnel lining. The second condition related to the change in buoyancy of the tunnels. In areas where the tunnels were supported on rock and an adjoining area supported on soft soil, overstress issues arose. Numerical analyses were performed to assess the structural impacts of the tunnel water inundation; especially stress changes due to internal pressure as well as changes resulting from the buoyancy effects. The paper will discuss the assessment process and its results; it will demonstrate that the change in internal pressure were of little consequence, however the change in buoyancy resulted in significant increases in bolt stresses. INTRODUCTION Superstorm Sandy caused tens of billions of dollars in damage in the NYC metropolitan area. It also caused significant disruption to the transportation system by flooding most of the under river tunnels servicing Manhattan from the outer boroughs and New Jersey. The rehabilitation of the tunnels was of paramount importance to the restoration of the NY and NJ economies. With this rapid restoration, it was essential to determine whether the flooding of these tunnels caused damage to tunnel structures. A series of analyses were undertaken to ascertain whether the change in the stress conditions and buoyancy of the tunnels, due to the flooding, was significant enough to cause damage or over-stressing of the tunnel components. The effects of this unforeseen loading condition was a concern to the agencies operating these tunnels and were thus analyzed to ascertain if there were any adverse impacts. This was a concern because the majority of under river tunnels in NYC was built earlier in the century and constructed using bolted cast-iron lining segments. The cast iron, although quite strong in compression, is much less so in tension. Also, after nearly a century of use, the bolts connecting these segments together have under gone varying degrees of corrosion. The stress changes in both the liner segments and the supporting bolts were estimated for conservative ground support conditions to provide confidence that the flooding had not caused permanent damage."

Jan 1, 2016

By Martin J. Kenwright

Within the famous Harrods department store, a new lift shaft has been constructed, servicing a depth of 22m below ground level as well as the existing 6 storeys of the store. The shaft will connect with a new goods tunnel which is to be excavated beneath the shop, as well as new floor space above ground level which has resulted from the infilling of a previously existing lightwell within the store. The construction of the deep shaft while maintaining uninterrupted use of the store by the Client led to a number of innovative solutions being undertaken. Empirical assessments were made of settlements anticipated from the construction process, which took place within a congested environment of existing foundations. Various elements were designed and installed to mitigate the effects of the inevitable ground movement on the surrounding overlying structure, which supported sensitive high quality finishes and mechanical and electrical installations. The reinforced concrete lining of the shaft was contained within a cofferdam of minipiles. The minipile placement accuracy (1 in 150) was vital as it could not interfere with the subsequent tunnelling works. As the scheme progressed this became even more critical since the minipiles were needed as support for parts of the permanent works. This paper describes:- the high quality placement and control of the minipiled cofferdam, the methods employed in assessing ground movements and the techniques used to mitigate against the effects of these movements.

Jan 1, 2000

By Robert N. Evans, Delon Hampton

During construction of the Washington Metropolitan Area Transit System, the hand-mining of a mixed-face condition was anticipated on a portion of tunnel located in the downtown area of Washington, D.C. The Section, consisting of two circular tubes, extends from Station 12+80, heading in a westerly direction, traverses along a curve under Lafayette Square, and ends in a northwesterly direction at Station 37+62 (see Fig. 1a). It was near the northernmost portion of the section that the mixed-face condition was encountered. Decomposed rock was first encountered in the invert at Station 31+00. From this point the rock gradually increased in height until it intersected the springline at Station 37+62, the project limit. Summarized within this paper are measurements of the soil load on a horseshoe-shaped portion of tunnel located in the mixed face condition. These measured loads are compared to the soil load on tunnels as determined by current design methods. The paper also discusses rib and surface movements associated with the post loading process. Comments will be made on how the presence of a mixed face condition might help or hender the tunnel design and construction procedures.

Jan 1, 1974

By Ingo Kaundinya

"INTRODUCTION Tunnels are important elements of the German federal road network which have to cope with an increasing traffic load especially of heavy goods vehicles. In order to ensure a high availability and safety level for these key infrastructures, big efforts are required by owners and operators in order to keep all infrastructures up to date. This mainly relates to current European regulations regarding tunnel safety (Directive 2004/54/EG) [1] and their national implementation, which must be fulfilled by many existing tunnels. In this context the German Federal Government spends more than 1.1 billion € for the structural and operational retrofitting of more than 120 existing road tunnels. As many of these projects have recently been finished or are still under progress, experiences and best practices could be reported. After the description of current requirements in national standards regarding structural fire protection, the paper gives an example for an upgrade of a tunnel’s fire protection by installing an additional fire protection system, which is a quite costly measure. Another possibility to fulfill current requirements regarding structural fire protection could be the numerical proof of sufficient bearing capacity of a structure. The influence of different fire loads and fire durations on the bearing capacity of typical road tunnel structures have been investigated in a research project funded by the German Federal Ministry of Transport (BMVI) and coordinated by the Federal Highway Research Institute (BASt). The results of this research project have been used to define a procedure how to investigate existing tunnels regarding structural fire protection. Finally, the research results have also been the basis for a current update of national standards for tunnel construction. REQUIREMENTS REGARDING STRUCTURAL FIRE PROTECTION The structural fire protection design of road tunnels is usually based on temperature-time curves of exposure to fire, for simplicity called ""fire curves"". The fire development after fire growth is illustrated with fire curves. Fire curves can be subdivided into a heating-up phase, a fully developed fire phase, and if applicable, into a cooling-off phase (cf. Figure 1). During the fully developed fire, the fire remains at a certain temperature level."

Jan 1, 2016

By Keshavan Nair

In connection with Project Payette, which is concerned with the detection of underground nuclear explosions, it was necessary to determine the technical feasibility of constructing and maintaining a large (approximately 315 feet in diameter) unsupported underground cavity at a depth of approximately 2700 feet in the Tatum Salt Dome in Mississippi. The dimensions and the location of the cavity in the salt dome were governed by criteria laid down by the Atomic Energy Commission. Within the framework of the specified criteria, cavities of various shapes and dimensions could be utilized. One aspect of the feasibility study was to investigate the structural stability of various cavity shapes and to recommend a preferred shape. This paper summarizes the studies that were conducted to evaluate the structural stability of various proposed cavities.(l)

Jan 1, 1968